EP0090674B1 - Synchromesh transmission device suited for use as an automotive automatic transmission device - Google Patents

Synchromesh transmission device suited for use as an automotive automatic transmission device Download PDF

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Publication number
EP0090674B1
EP0090674B1 EP83400043A EP83400043A EP0090674B1 EP 0090674 B1 EP0090674 B1 EP 0090674B1 EP 83400043 A EP83400043 A EP 83400043A EP 83400043 A EP83400043 A EP 83400043A EP 0090674 B1 EP0090674 B1 EP 0090674B1
Authority
EP
European Patent Office
Prior art keywords
output
shaft
input
gear
synchronizer
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP83400043A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0090674A1 (en
Inventor
Kazuyoshi Hiraiwa
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP0090674A1 publication Critical patent/EP0090674A1/en
Application granted granted Critical
Publication of EP0090674B1 publication Critical patent/EP0090674B1/en
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing
    • Y10T74/19037—One path includes fluid drive
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19228—Multiple concentric clutch shafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19242—Combined gear and clutch

Definitions

  • the present invention relates generally to a counter shaft synchromesh type transmission device and more specifically to an improved arrangement suited for use as an automatic automotive transmission device.
  • EP-A-0 034 412 discloses a transmission device for motor vehicles which comprises an arrangement corresponding to the arrangement defined in the preamble of the main claim 1.
  • this known arrangement has suffered from the drawback that sequential 1 ⁇ 2 ⁇ 3 ⁇ 4 etc..., up and down shifts must be performed thus rendering it impossible to skip over a gear and shift from first to third or vice versa, for example.
  • the transmission device is characterized in that it comprises a first input gear located between the first and second intermediate shafts and arranged to be rotatable with respect to the input shaft; a first output gear on the output shaft; the first output gear being arranged to be in constant mesh with the first input gear; and two additional synchronizer means arranged on the first and second intermediate shafts, respectively, for connecting the first input gear both with the first and the second intermediate shafts.
  • shifts may be made from a gear of one group to a gear of the other group or from a gear in one group to third (or vice versa) without any interruption of power transmission.
  • a first embodiment of the present invention which takes the form of a five speed transmission device (viz., a transmission device having five forward speed and one reverse) is shown in Figure 1.
  • a five speed transmission device viz., a transmission device having five forward speed and one reverse
  • an input shaft 10 is operatively connected to a source of rotational energy such as an internal combustion engine or the like 12.
  • first and second intermediate shafts 14, 16 are Rotatably disposed about the input shaft.
  • the first intermediate shaft 14 is connected with a first clutch means 18 which is operative to selectively connect the intermediate shaft 14 with the input shaft 10.
  • the second intermediate shaft 16 is operatively connected to a second clutch means 20 via which it be selectively connected with the input shaft 10 for synchronous rotation therewith.
  • a gear 22 which functions as an input gear is, as shown, rotatably mounted on said input shaft 10 between said first and second intermediate shafts 14, 16.
  • This gear 22 is arranged to be in constant mesh with a gear 24 which functions as an output gear and which is fixedly mounted on an output shaft 26 disposed in a parallel relationship with the input and intermediate shafts 10, 14, 16.
  • a drive pinion 27 is provided on the end of the output shaft 26 for connection with a final drive unit or the like (not shown).
  • First and second groups I and II of "input” and “output” gears are installed on the first intermediate shaft 14, second intermediate shaft 16 and the output shaft 10.
  • the first group I is located between the first input and output gears 22, 24 and the first clutch means 18, while the second group II is located on the other side of said input and output gears 22, 24.
  • the first group I includes, as shown, a reverse input gear 28 fixed to said first intermediate shaft 14 for. synchronous rotation therewith, an idler gear 30, a reverse output gear 32 which is rotatably mounted on the output shaft 26, a first speed ratio input gear 34 fixed to the first intermediate shaft 14 and a first speed ratio output gear 36 rotatably mounted on said output shaft 26 adjacent said reverse output gear 32.
  • the first group I further includes a fourth speed ratio set of input and output gears 40, 42.
  • the input gear 40 is rotatably mounted on the first intermediate shaft 14 while the corresponding output gear 42 is fixed to the output shaft 26.
  • Another synchronizer 44 is arranged at the end of the first intermediate shaft 14 between the input gears 22 40. This synchronizer is arranged to selectively provide a drive connection between one of said input gears 22,44 and the first intermediate shaft 14. It should be noted that the input and output gears 22, 24 in this embodiment are adapted to provide a third speed ratio of the transmission device.
  • the second group II in this embodiment includes a fifth speed ratio input gear 46 rotatably mounted on the second intermediate shaft 16 and a corresponding output gear 48 fixedly mounted on the output shaft 26.
  • a synchronizer 50 is arranged at the end of the second intermediate shaft 16 for selectively engaging one of the third speed ratio and fifth speed ratio input gears 22, 46.
  • a fourth synchronizer 52 is adapted to selectively connect a second speed output gear 54 to the output shaft 26.
  • the corresponding fifth speed input gear 56 is, as shown fixed to the second intermediate shaft 16.
  • the first gear ratio is selected by moving the synchronizer 38 to engage the output gear 36 and subsequently engaging the first clutch 18. This establishes a power transmission path including the first clutch 18, first intermediate shaft 14, first speed ratio input gear 34, output gear 36, synchronizer 38 and the output shaft 26.
  • the synchronizer 44 In preparation for a 2-3 shift the synchronizer 44 is moved to couple the input gear 22 with the first intermediate shaft 14. Subsequent coupling the clutch 18 uncoupling the clutch 20 effects the shift establishing a power transmission path of: clutch 18, first intermediate shaft 14, synchronizer 44, input and output gears 22, 24.
  • a 3 ⁇ 4 shift is accomplished by firstly coupling the input gear 22 with the second intermediate shaft 16 via the synchronizer 50, coupling clutch 20 and uncoupling clutch 18. This maintains the third gear ratio and permits preparation for the 3 ⁇ 4 shift which involves moving the coupling sleeve of the synchronizer 44 from the position wherein it couples the input gear 22 with the first intermediate shaft 14 to a position wherein it couples the fourth speed ratio input gear 40 thereto. Subsequent coupling of the clutch 18 and uncoupling of the clutch 20 produces the fourth speed ratio wherein power is transmitted through the input shaft 10, clutch 18, first intermediate shaft 14, input gear 40 and output gear 42.
  • the 4-5 shift is carried out by coupling the second intermediate shaft 16 with the input gear 46 via synchronizer 50, coupling clutch 20 and uncoupling clutch 18.
  • the synchronizer 44 is conditioned to couple the input gear 22 with the first intermediate shaft 14 and the clutch 18 coupled while the clutch 20 is uncoupled.
  • shifts may be made from a gear of one group to a gear in the other group or from a gear in one group to third (or vice versa) without any interruption of power transmission.
  • hot shifts that cannot be made with the present embodiment are a 2-5 and a 1-4 shift.
  • these shifts involve a jump of three ratios the need for same is non-existent.
  • Figure 2 shows a second embodiment of the present invention which takes the form of a three speed transmission (viz., a transmission having three forward speeds and one reverse).
  • This arrangement further features, for the purpose of smoothing out start-up of the vehicle and/or sudden requirements for torque multiplication, the use of a "fluid coupling" (as the first clutch).
  • the first clutch takes the form of a "lock-up type" torque converter 60.
  • the torque converter includes a pump impeller 62 connected to the input shaft 10 for synchronous rotation therewith, a stator 64 mounted on a stationary sleeve shaft 66 through a one-way clutch 68 and a turbine runner 70.
  • a lock-up clutch 72 is operatively disposed within the torque converter unit and arranged to provide a positive drive connection between the input shaft 10 and the first intermediate shaft 14 upon being coupled.
  • first and second groups of input and output gears I and II are disposed physically on either side of the third speed ratio input and output gears 22 and 24.
  • the construction of the first group I is similar to that of the first embodiment with the exception that the fourth speed ratio input and output gears are omitted.
  • the second group II on the other hand, contains only the second speed ratio input and output gears 56, 54.
  • the second speed ratio output gear 54 is fixedly connected to the output shaft 26 while the corresponding input gear 56 is rotatably mounted on the second intermediate shaft 16 and interconnected therewith through a one-way clutch 74.
  • a further difference in this arrangement comes in that the synchronizer 76, disposed at the end of the second input shaft is arranged to selectively connect the third speed ratio input gear 22 or the second speed ratio one 56 thereto, while the synchronizer 78 disposed at the end of the first intermediate shaft 14 is operative to connect only the third speed ratio input gear 22 to same.
  • start-up of the vehicle is accomplished by firstly moving the synchronizer 38 to a position to couple the output gear 36 to the output shaft 26 whereafter as power is transmitted to the first intermediate shaft 14 through the torque converter, the output pinion 27 is driven to rotate.
  • a 1-2 upshift is subsequently carried out by simply coupling the clutch 20 and uncoupling the lock-up clutch 72 (if coupled). This sets up a power transmission path through the clutch 20, intermediate shaft 16, one-way clutch 74 and input and output gears 56, 54 to the output shaft 26. It will be noted that under these conditions the synchronizer 38 is no longer biased to engage the output gear 36 and automatically returns to a neutral position whereby any rotational energy being transmitted through the torque converter merely rotates the intermeshed gears 28, 32, and 34, 36 without effect.
  • the only step necessary is to move the synchronizer 76 to the third speed position viz., a position wherein it couples the third speed ratio input gear 22 to the second intermediate shaft 16.
  • This establishes a power transmission path through the input shaft 10, clutch 20, second intermediate shaft 16, synchronizer 76 and third speed ratio input and output gears 22, 24.
  • the one-way clutch 74 permits the output gear 54 to drive the input gear 56 at a higher RPM than the intermediate shaft 16, viz., the one-way clutch permits the input gear 56 to outrun the intermediate shaft 16.
  • the synchronizer 78 is moved to couple the input gear 22 to the first intermediate shaft 14 and thereafter the clutch 72 coupled and the clutch 20 uncoupled. This maintains the third gear ratio. Subsequently the synchronizer 76 is allowed to move back to its neutral position (one in which neither gear 22 or 56, is engaged), the clutch 20 coupled and the clutch 72 uncoupled. This re-establishes the aforementioned power transmission path through the one-way clutch 74. However, under these conditions the one-way clutch prevents "engine- braking", thus in the case such an effect is desired, the synchronizer 76 may simply be moved to couple the input gear 56 with the second intermediate shaft 16.
  • the synchronizer 76 is conditioned to couple the third speed ratio input gear 22 to the second intermediate shaft 16 whereafter the clutch 20 is coupled and the clutch 72 uncoupled.
  • a 3-1 downshift is carried out by coupling the output gear 36 to the output shaft 26 via the synchronizer 38, coupling the clutch 72 and uncoupling the clutch 20.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Gear-Shifting Mechanisms (AREA)
EP83400043A 1982-01-08 1983-01-07 Synchromesh transmission device suited for use as an automotive automatic transmission device Expired EP0090674B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP57000926A JPS58118355A (ja) 1982-01-08 1982-01-08 車両用変速機
JP926/82 1982-01-08

Publications (2)

Publication Number Publication Date
EP0090674A1 EP0090674A1 (en) 1983-10-05
EP0090674B1 true EP0090674B1 (en) 1987-04-08

Family

ID=11487290

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83400043A Expired EP0090674B1 (en) 1982-01-08 1983-01-07 Synchromesh transmission device suited for use as an automotive automatic transmission device

Country Status (4)

Country Link
US (1) US4823628A (enrdf_load_stackoverflow)
EP (1) EP0090674B1 (enrdf_load_stackoverflow)
JP (1) JPS58118355A (enrdf_load_stackoverflow)
DE (1) DE3370850D1 (enrdf_load_stackoverflow)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2195552B2 (de) † 2007-08-28 2017-02-22 Daimler AG Zahnräderwechselgetriebe mit zwei eingangswellen und zwei lastschaltkupplungen

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GB2159216B (en) * 1984-05-25 1988-08-10 Automotive Products Plc Transmission control system
US4610177A (en) * 1985-02-25 1986-09-09 General Motors Corporation Preselected multiratio transmission
EP0206734A1 (en) * 1985-06-21 1986-12-30 Automotive Products Public Limited Company A change speed transmission
JPH0251642A (ja) * 1988-08-11 1990-02-21 Fuji Heavy Ind Ltd 自動変速装置
DE4205668C2 (de) * 1992-02-25 1994-09-29 Porsche Ag Gangschaltgetriebe eines Kraftfahrzeugs
US5526709A (en) * 1993-12-06 1996-06-18 Ford Motor Company Manual transmission for motor vehicles having planetary gear unit
DE4440710C2 (de) * 1994-11-15 1998-02-12 Ford Werke Ag Wechselgetriebe mit Vorgelegewelle und Planetenrad-Untersetzungsgetriebe, insbesondere für Kraftfahrzeuge
US5564997A (en) * 1995-07-07 1996-10-15 Ford Motor Company Compact mutual transmission for motor vehicles
DE19548622C1 (de) * 1995-12-23 1997-05-07 Ford Werke Ag Zugkraftunterbrechungsfrei schaltbares Vorgelege-Wechselgetriebe für Kraftfahrzeuge
DE19824415A1 (de) * 1998-05-30 1999-12-02 Volkswagen Ag Doppelwellengetriebe und ein Verfahren zu dessen Betrieb
US6044931A (en) * 1998-09-15 2000-04-04 Chrysler Corporation Lubrication system for an automatic transmission having dual input shafts
DE19850547B4 (de) * 1998-11-03 2005-07-07 Daimlerchrysler Ag Mehrgängiges Mehrwege- Zahnräderwechselgetriebe
DE19860251C1 (de) * 1998-12-24 2000-11-02 Daimler Chrysler Ag Zahnräderwechselgetriebe mit zwei Teilgetrieben mit je einer Lastschaltkupplung
US6595077B1 (en) 1998-12-24 2003-07-22 Daimlerchrysler Ag Gear wheel variable transmission with two sub-gears arranged parallel to each other in the power flow
DE59915028D1 (de) * 1998-12-24 2009-07-09 Daimler Ag Zahnräderwechselgetriebe mit zwei im Kraftfluss parallel zueinander angeordneten Teilgetrieben
EP1013966B1 (de) * 1998-12-24 2002-09-25 DaimlerChrysler AG Zahnräderwechselgetriebe mit zwei im Kraftfluss parallel zueinander angeordneten Teilgetrieben
JP4270334B2 (ja) * 1999-01-11 2009-05-27 本田技研工業株式会社 車両用常時噛み合い式変速装置
JP2003533658A (ja) * 2000-05-17 2003-11-11 ルーク ラメレン ウント クツプルングスバウ ベタイリグングス コマンディートゲゼルシャフト クラッチを備えた伝動装置及びクラッチの操作のための方法
US7552658B2 (en) * 2006-03-16 2009-06-30 Magna Powertrain Usa, Inc. Three clutch powershift transmission
US8479604B2 (en) * 2007-02-05 2013-07-09 Eaton Corporation Powertrain for an automotive vehicle with multiple-ratio gearing and a dual power input clutch
DE102007029634A1 (de) * 2007-06-26 2009-01-08 Daimler Ag Zahnräderwechselgetriebe
AT503476B1 (de) * 2007-06-28 2010-11-15 Avl List Gmbh Getriebe für ein fahrzeug
CN102080721A (zh) * 2009-11-30 2011-06-01 中国第一汽车集团公司 一种新型的双离合器自动变速系统
US10844935B2 (en) * 2014-07-18 2020-11-24 Uvic Industry Partnerships Inc. Electric drive system with a novel dual-clutch transmission
DE102017204127A1 (de) * 2017-03-13 2018-09-13 Zf Friedrichshafen Ag Doppelkupplungsgetriebeanordnung sowie Kraftfahrzeug

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2195552B2 (de) † 2007-08-28 2017-02-22 Daimler AG Zahnräderwechselgetriebe mit zwei eingangswellen und zwei lastschaltkupplungen

Also Published As

Publication number Publication date
JPS58118355A (ja) 1983-07-14
DE3370850D1 (en) 1987-05-14
EP0090674A1 (en) 1983-10-05
US4823628A (en) 1989-04-25
JPH0249424B2 (enrdf_load_stackoverflow) 1990-10-30

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